Operating means for gates



March 26, 1935. R. E. LASHLEY 3 OPERATING MEANS FOR GATES I Filed July '7, 1932 l I I Patented Mar. 26, 1935 UNITED STATES PATENT OFFICE OPERATING MEANS FOR GATES Application July 7, 1932, Serial No. 621,291

1 Claim.

This invention relates to operating means, and

it is primarily an object of the invention to provide a means of this kind operating in an automaticmanner to lower or close a railway crossing I; gate or the like which is normally maintained in raised or open position.

Another object of the invention is to provide a gate operating means including an electric motor for moving the gate into lowered or closed position and wherein the operation of the gate by the motor into such position is under control of a clutching medium, together with means under control of the rolling stock for making efiective the motor and clutching means, the clutching means maintaining its effectiveness for a predetermined period of time after the motor has become ineflective whereby the gate is held in its lowered or closed position until the clutching medium is released.

The invention consists in the details of construction and'in the combination and arrangement oi the several parts of my improved operating means whereby certain important advantages are attained and the device rendered simpler, less expensive and otherwise more convenient and advantageous for use, as will be hereinafter more fully set forth.

The novel features of my invention will herein after be definitely claimed.

In order that my invention may be the better understood, I will now proceed to describe the same with reference to the accompanying drawing, wherein the figure is a diagrammatic illustration of a gate operating means constructed in accordance with an embodiment of my invention.

In the accompanying drawing the system is disclosed in duplex and the gates G and G are of a conventional type which swing vertically and which are so weighted as to return to their raised or open position when released, and these gates G or G are respectively moved into lowered or closed position in a well mown manner upon operation of the electric motor M or M.

The operative connection between the motor M and its associated gate G has interposed therein clutching means mounted upon the operating shaft 1 of the gate G, said means comprising a clutching element 2 movable with the gate G and a second clutching element 3 keyed for rotation upon the shaft 1 but movable lengthwise thereof into or out of clutching engagement with the clutching member 2. In this connection it is to be stated that I do not wish to be limited to any particular type of clutch mechanism as any such mechanism may be employed which can operate effectively to bring the motor M into such operative connection with the gate G to move said gate G into lowered or closed position when the motor M is in action.

In the accompanying drawing the trackway is shown in two sections A and B insulated one from the other in a well'know'n manner, and E denotes a suitable source of electrical energy. The motor M is in electrical connection with the source E through the conductors a and b. The conductor b has interposed therein a normally closed switch 4 which is automatically thrown into open position by the gate G upon reaching its fully lowered or closed position whereby the operating circuit for the motor M is broken.

As the gate G raises or moves into open position this switch 4 will automatically close in a conventional manner.

The conductor b also has interposed therein a normally open switch arm 5 which is moved or thrown into closed position upon energizing of an electro-magnet 6. The operating circuit for the electro-magnet 6 leads from the conductor b through a conductor 0 and from the electro-inagnet through a conductor d to one of the rails 7 of the trackway section A. Interposed in this conductor or line d is a switch having a normally closed blade 8 adapted to be moved into open position upon energizing of an associated electromagnet 9.

The electrical source E is in connection with the second rail 10 of the trackway section A through the conductor e so that as rolling stock enters the section A the conductors e and d will be electrically connected in a conventional man- I nor resulting in energizing of the electro-magnet 6 to throw the switch arm 5 into closed position and thus closing the operating circuit for the motor M through the conductors a and b.

A shunt conductor f is interposed between the conductors c and d and interposed in this conductor f is an-electro-magnet 11 which is energized at the same time as the electro-magnet 6. Upon energizing of the electro-magnet 11 pull is imposed upon an operating member 12 for the movable clutch member 3 to bring the same into clutching engagement with the clutch member 2 so that as themotor operates the proper dropping or closing movement of the gate G is assured.

As the gate G comes to its lowered or closed 59 position the switch 4 is opened but the operating circuit for the magnet 11 will continue and thus maintain the clutch members 2 and 3 in contact until the circuit for the electro-magnet 11 is broken. Just as long as the clutch members 2 and 3 are in clutching engagement the gate G will be prevented from swinging upwardly or into open position. As it is believed to be clearly apparent the operating circuit for the electromagnet 11 is broken upon opening movement of the blade 8 comprised in the switch interposed in the conductor (1.

As the rolling stock passes off of the section A the electro-magnet' 11 becomes inefiective thus allowing the gate G to return to its raised or open position. For this reason the insulation 14 separating the trackway sections A and B is positioned at the grade crossing;

The operative connection between the motor M and its associated gate G has interposed therein clutching means mounted upon the operating "shaft 1' of the gate G, said means comprising a clutching element 2 movable with the gate G and a second clutching element 3 keyed for rotation upon the shaft 1' but movable length wise thereof into or out of clutching engagement with the clutching member 2. l

The motor M is in electrical connection with the source E through the conductors a and b. The conductor b has interposed therein a normally closed switch 4' which is automatically thrown into open position by the gate G upon reaching its fully lowered or closed position whereby the operating circuit for the motor M is broken. As the gate G raises or moves into open position this switch 4' will automatically close in a conventional manner.

The conductor 1) also has interposed therein a normally open switch arm 5' which is moved or thrown into closed position upon energizing of an electro-magnet 6. The operating circuit for the electro-magnet 6' leads from the conductor b through a conductor 0' and from the electro-magnet through a conductor (1 to one of the rails '7' of the trackway section B. Interposed in this conductor or line d is a switch having a normally closed blade 8 adapted to be moved into open position upon energizing of an associated electro-magnet 9.

The electrical source E is in connection with the second rail 10 of the trackway section B through the conductor e so that as rolling stock enters the section B the conductors e and d will be electrically connected in a conventional manner resulting in energizing of the electro-magnet 6' to throw the switch arm 5' into closed position and thus closing the operating circuit from the motor M through the conductors a and b.

A shunt conductor 1" is interposed between the conductors c and d and interposed in this conductor f is an electro-magnet 11 which is energized at the same time as the electro-magnet 6. Upon energizing of the electro-magnet- 11 pull is imposed upon an operating member 12 for the movable clutch member 3 to bring the same into clutching engagement with the clutch member 2 so that as the motor operates the proper dropping or closing movement of the gate G is assured.

As the gate G comes to its lowered or closed position the switch 4 is opened but the operating circuit for the magnet 11' will continue and thus maintain the clutch members 2 and 3' in contact until the circuit for the electro-magnet 11' is broken. Just as long as the clutch members 2' and 3' are in clutching engagement the gate G will be prevented from swinging upwardly or into open position. As is believed to be clearly apparent the operating circuit for the electro-magnet 11 is broken upon opening movement of the blade ably positioned spaced contacts 15 and 15- is a swinging switch blade 16 in electrical connection with asource E of electrical energy. This blade 16 is normally maintained in a neutral position between the contacts 15 and 15 by the coacting re tractile springs 17. The contact 15 has leading therefrom a conductor 9 in electrical connection with the electro-magnet 9 and such magnet is also in electrical connection with the source E through the conductor h. The contact 15' has a conductor g leading therefrom to the magnet 9' and this magnet 9 is in electrical connection with the source E" through the conductor h.

Engagement of the blade 16 with the contact 7 15 closes the circuit for energizing the magnet 9 whereupon the blade 8 is moved into open position to break the circuit through the conductor d and by engagement with the contact 15 the.circuit is broken through the conductor d.

At opposite sides of the blade 16 are arranged the electro-magnets 18 and 18'. The magnet 18 is interposed in a conductor is leading from the conductor d to the conductor 0 so that when a circuit is closed through the conductor d the blade 16 will be brought into engagement with the contact 15' whereby the magnet 9 is energized to move the blade 8' into open position and there-- by breaking a circuit-through the conductor d.

The electro-magnet 18 is interpomd in the conductor k connecting the conductors d and 0 so that when the circuit is closed through the conductor d the magnet 18' will be energized to throw the blade 16 into engagement with the contact 15 and thus break the circuit through the conductor d.

At the same side of the blade 18 as the electro-- at I magnet 18 is a second electro-magnet 19 inter-- posed in a conductorm leading from the conductor d through the conductor 1' and interposed in this conductor m in advance of the electro-.

magnet 19 is a resistance 20. At the same side of the blade 16'as the magnet 18 is a second magnet 19' which is interposed in a conductor m connecting the conductor '11 and the conductor ,fand also interposed in the conductor m in advance of the magnet'19' is a resistance 20'.

The electro-magnet 19 is considerably weaker than the magnet 18 as is also true of the magnet 19 with respect to the magnet 18'.

As the rolling stock moves away from the trackway section A onto the trackway section 13 the circuit for the magnet 19' will be closed so that after the train passes entirely from the trackway section A and as long as the rolling stock is on the trackway section B the magnet 19' will hold the blade 16 in engagement with the contact 15' thus maintaining the blade 8 in open position. Upon reverse travel of the rolling stock, as the same passes from the section B onto the section A the electro-magnet 19 will be energized and maintained energized until the 18' and 19' may be magnetized at the same time the magnet 18 or 18 will have the greater pull.

The armatures 11 and 11 are energized in unison and it is again emphasized that the relays 19 and 19' are of pronounced importance as they operate to hold open the circuits through d and d.

In order that everything may be entirely clear the operation of the invention in detail will now be explained. The track is divided by the insulation 14 into two sections A and B. Presuming that the train first enters the section B, the rail 10 will be connected to the positive side of the battery E through the conductor 0' and the rail '7 has in electrical connection therewith the conductor d. As electricity always takes the least path of resistance the electricity will not pass through the resistance 20 but will pass on through conductor d to blade 8 and continue through conductor (1' to the electro-magnet 11'. From the magnet 11' the current will flow through the shunt conductor f to the conductor 0'. The conductor c' will carry the current to conductor 1) and through conductor b to thenegative side of the source E of electrical energy. A circuit so closed will energize the electro-magnet 11 and at thesame time the current will pass on through the conductor d to the conductor k to electro-magnets 18 and 6' and then on through conductor k to conductor 0 and through conductor c to conductor b to the negative side of the battery through the conductor 17. This energizes the coils 6 and 18'. When the electromagnet 11 receives its charge it is to be understood in practice that the magnet 11 will be similarly energized and vice versa. In the drawing I illustrate two magnets 11 and 11. It is to be understood, however, in practice they operate as one or in fact only a single magnet need be used.

When the magnet 6 is energized it attracts the armature 5' closing its circuit through the conductors b and b to the source E of electrical energy. One side of the armature 5 is connected to the stationary side of the switch 4' and leading from this connection is a conductor which connects to the stationary side of the switch 4. From the switch 4 is a conductor b which connects to the motor M and from the switch 4 is a conductor m which connects to the motor M. The motors M and M are in electrical connection through the conductors a and a respectively to the positive side of the source E of electrical energy. The motors will continue to run until an arm of the safety device opens the switches 4 and 4.

It is to be stated that in practice for each set of gates at a crossing there will be one motor and switch and generally there will be a set of gates for each side of the crossing.

When the electro-magnet 18 is energized the armature or blade 16 will be drawn to the left. This armature or blade 16 is connected to the positive side of the source E of electrical energy and the other side of the source E leads to the electro-magnets 9 and 9 through the conductors h and h. The other side of the magnet 9' goes to the right side of the armature or blade 16 or more particularly the contact 15 through the conductor g. The other side of the magnet 9 goes to the contact 15 or to the left of the armature or blade 16 through the conductor 9. With the armature or blade 16 attracted by the magnet 18 to the left, the current will pass through the armature or blade 16 to the contact 15 and from the contact 15 through the conductor g to the magnet 9 and from the magnet 9 through conductor h to the negative side of the source E'- of electricity thus energizing the magnet 9. When the electro-magnet 9 is energized it attracts the armature or blade 8, which is a normally closed switch, thus opening the circuit through the conductor d. At the same time a small amount of current will pass through resistance 20' and through the conductor m to the electro-magnet 19' and from said magnet 19' through the conductors m,', f, c and b to the negative side of the source E of electricity. This energizing of the magnet 19' will have a tendency to pull the armature or blade 16 to the right but the pull of the magnet 19' is not as strong as that of the magnet 18' so that the magnet18 overcomes the pull of the magnet 19. The magnets 19 and 19 are not strong enough to pull the blade or armature 16 to the right or left but will hold it unless it is drawn by either magnets 18 or 18'.

When the train passes beyond the insulation 14 rail 10 in section A is connected to the positive side of the source E of electrical energy through the conductor e while the second rail 7 in section A 'goes to the movable side of the normally closed switch 8, through the conductor d, which is the armature of electro-magnet 9. With the train in section A the circuit of course will be closed between rails 7 and 10 and along the conductor d to the armature or blade 8 which has been attracted to the magnet 9 by the action of the electro-magnet 18' which has drawn the armature or blade 16 to the left thus energizing the magnet 9. At this time current cannot pass through the armature 8 but the current can pass through resistance 20 and through conductor m to the magnet 19 and from, the magnet 19 through the conductor f to the negative side of the source E of electricity thus energizing the magnet 19. The action of the magnet 19 will hold the armature or blade 16 to the left and in engagement with the contact 15 which energizes the magnet 19 holding open the circuit through the conductor (1.

When the train entirely leaves the section B of the track the electric connection of course is broken between the rails 7' and 10 of section B with the resultant deenergizing of the magnets 11, 6' and 18. When the magnet 11 is deenergized the clutches 3 are released which allow the safety devices or gates to return to open position. When the magnet 6' is deenergized the armature switch 5' opens which breaks the circuit for the motors M and M. When the gates or safety devices return to open position switches 4 and 4' will close and the electro-magnet 18 loses its attraction for the armature or blade 16 but this armature or blade is held to the left by the electro-magnet 19. By maintaining this further energizing of the magnet 19 the armature or blade 16 is held in engagement with the contact 15 which energizes the magnet 9 to hold the armature or blade 8 to the left and thus open the circuit through conductor d. This maintaining open the circuit (1 will prevent continuous oscillation of the safety devices or gates. The instant, however, the train passes entirely over the section B onto the section A the safety devices or gates are allowed to return to their normal position. Should another train enter section B after the safety devices or gates have returned to normal position and the first train is still in section A, the safety devices or gates G will return to closed position as the clutches 3 and 3' will be operated by the energizing of the magnet 11 with the resultant closing of the blade or armature 5 which will start the motors M and M8.

When the train travels in a direction opposite to that hereinbefore explained, the magnets 11, 6, 18, 9 and 19' function in contradistinction to the magnets 11, 6', 18, 9 and 19.

This application is partly in continuation of my application Serial No. 464,016 filed June 26, 1930.

From the foregoing description it is thought to be obvious that an operating means constructed in accordance with my invention is particularly'welladapted for use by reason of the convenience and facility with which it may be assembled and operated, and it will also be obvious that my invention is susceptible of some change and modification without departing from the principles .and spirit thereof and for this reason I do not wish to be understood as limiting myself to the precise arrangement and formation of the several parts herein shown in carrying out my invention in practice except as hereinafter claimed.

I claim:-

In a gate operating means including a pair of insulated track sections, a gate automatically moving into open position and a motor for moving the gate to closed position, a clutch mechanism connected to the motor and the gate, a clutch circuit connected to a source of electrical energy and to one track section, a biased and normally closed switch in said clutch circuit, a. clutch operating magnet in said clutch circuit,

a motor circuit connected to the motor and said clutch circuit and the source of supply, a motor switch in the motor circuit and normally biased to open position, a motor switch operating magnet connected to the clutch circuit for closing the motor circuit coactive with the activation of said clutch magnet, and means connected to the other track section for opening said clutch switch when the last car of a train has passed beyond said first track section;

ROBERT E. LASHLEY. 

